Method for providing assistance to driver, and vehicle apparatus applying method

ABSTRACT

A method for providing driving assistance by detecting and warning against areas on one or other side of the road which are obscured by vehicles in other lanes is based on a HD map and includes acquiring location and driving speed of a vehicle which is carrying an apparatus applying the method. The system of the method includes at least one sensor, and environmental information as to surroundings is acquired with location. The speeds of other vehicles relative to the driving speed of the vehicle are calculated, and an instruction to the driver is generated the speed of the vehicle is less than a first predefined value but the speed of the vehicle relative to the driving speeds of the other vehicles is larger than a second predefined value. The apparatus applying the method is also disclosed.

FIELD

The subject matter herein generally relates to traffic safety.

BACKGROUND

Road traffic is becoming heavier and traffic safety becomes moreimportant. A view of a driver can be blocked by vehicles in adjacentlanes. A blind area is formed by the vehicles in adjacent lanes, and anaccident may happen when a pedestrian or a vehicle crosses the road fromthe blind area, or a crash in the adjacent lanes occurs. Such blindareas can occur without any warning for drivers.

Thus, there is room for improvement in the art.

BRIEF DESCRIPTION OF THE FIGURES

Implementations of the present disclosure will now be described, by wayof example only, with reference to the attached figures.

FIG. 1 is a diagram illustrating an embodiment of a vehicle apparatus,the vehicle apparatus comprising a driving assistance system.

FIG. 2 is a diagram illustrating an embodiment of the driving assistancesystem of FIG. 1.

FIG. 3 is a diagram illustrating an embodiment of a dynamic blind arearevealed by the system of FIG. 1.

FIG. 4 is a diagram illustrating an embodiment of a static blind arearevealed by the system of FIG. 1.

FIG. 5 is a diagram illustrating an embodiment of a junction blind arearevealed by the system of FIG. 1.

FIG. 6 is a flowchart illustrating an embodiment of a method forproviding driving assistance to a driver.

DETAILED DESCRIPTION

It will be appreciated that for simplicity and clarity of illustration,where appropriate, reference numerals have been repeated among thedifferent figures to indicate corresponding or analogous elements. Inaddition, numerous specific details are set forth in order to provide athorough understanding of the embodiments described herein. However, itwill be understood by those of ordinary skill in the art that theembodiments described herein can be practiced without these specificdetails. In other instances, methods, procedures, and components havenot been described in detail so as not to obscure the related relevantfeature being described. The drawings are not necessarily to scale andthe proportions of certain parts may be exaggerated to better illustratedetails and features. The description is not to be considered aslimiting the scope of the embodiments described herein.

In general, the word “module,” as used herein, refers to logic embodiedin hardware or firmware, or to a collection of software instructions,written in a programming language, for example, Java, C, or assembly.One or more software instructions in the modules may be embedded infirmware, such as an EPROM, magnetic, or optical drives. It will beappreciated that modules may comprise connected logic units, such asgates and flip-flops, and may comprise programmable units, such asprogrammable gate arrays or processors, such as a CPU. The modulesdescribed herein may be implemented as either software and/or hardwaremodules and may be stored in any type of computer-readable medium orother computer storage systems. The term “comprising” means “including,but not necessarily limited to”; it specifically indicates open-endedinclusion or membership in a so-described combination, group, series,and the like. The disclosure is illustrated by way of example and not byway of limitation in the figures of the accompanying drawings in whichlike references indicate similar elements. It should be noted thatreferences to “an” or “one” embodiment in this disclosure are notnecessarily to the same embodiment, and such references can mean “atleast one.”

The present disclosure provides a vehicle apparatus for giving warningabout a blind area while driving.

FIG. 1 shows a vehicle apparatus 100. The vehicle apparatus 100 includesa storage 102, a processor 103, a data bus 104, a global positioningsystem (GPS) module 105, a camera 106, and at least one sensor 107.

The vehicle apparatus 100 acquires a real-time position of the vehicleand a driving speed of the vehicle, determines an environmentinformation surrounding the vehicle through the at least one sensor 107,and detects whether there is other vehicle(s) in a target lane (as shownin FIGS. 3 to 5). When the vehicle apparatus 100 is in a blind areadetecting mode, driving speed(s) of the other vehicle(s) in the targetlane is computed and relative speed of the vehicle to the drivingspeed(s) of the other vehicle(s) in the target lane. The vehicleapparatus 100 compares the driving speed of the vehicle against a firstpredefined value, and further compares the relative speed against asecond predefined value, and confirms the existence or absence of ablind area. The vehicle apparatus 100 can further control the vehiclewhen the blind area exists in the target lane.

The storage 102 stores program codes. The storage 102 can be an embeddedcircuit having a storing function, such as a memory card, a trans-flash(TF) card, a smart media card, a secure digital card, and a flash card,and so on. The storage 102 transmits data with the processor 103 throughthe data bus 104. The storage 102 stores a driving assistance system 1,an operation system 2, and a high-definition (HD) map 3.

The operation system 2 manages and controls hardware and softwareprograms. The operation system 2 further supports operations of thedriving assistance system 1 and other software and programs.

The HD map 3 includes a lane information, lane symbols, speed limitinformation, and so on. In at least one embodiment, the lane informationincludes information such as a left turn lane, a right turn lane, and astraight-on lane. In other embodiments, the lane information can furtherinclude information such as an un-dedicated lane in relation to trafficdirections or maneuvers, not being limited hereto. In one embodiment,lane symbols can be a left turn arrow, a combined left turn andstraight-on arrow, an arrow for a straight-on only lane, and a rightturn arrow, not being limited hereto. The speed limit information caninclude speed limit symbols and symbols removing speed limits.

The processor 103 can be a micro-processor or a digital processor. Theprocessor 103 is used for running the program codes stored in thestorage 102 to execute different functions. Modules in FIG. 2 areprogram codes stored in the storage 102 and are implemented by theprocessor 103 for executing a method for driving assistance. Theprocessor 103 can be a central processing unit (CPU), or a large scaleintegrated circuit, being an operating core and a control core.

The data bus 104 transmits data with the storage 102 and the processor103.

The GPS module 105 locates the real-time position of the vehicle (suchas longitude and latitude information) and the point in time.

The camera 106 can capture still images and record video while driving.In at least one embodiment, the camera 106 can be set inside or besidethe vehicle. For example, the camera 106 can be a data recorder insidethe vehicle or a camera on a rearview mirror outside the vehicle. Whenthe camera 106 is outside the vehicle, the processor 103 can control thecamera 106 to completely rotate.

The at least one sensor 107 can detect a distance between the vehicleand other vehicles. In at least one embodiment, the at least one sensor107 can include a radar sensor, a speed sensor, and an accelerationsensor, not being limited hereto.

FIG. 2 shows the driving assistance system 1. The driving assistancesystem 1 includes a plurality of modules.

An acquiring module 10 acquires a real-time position of the vehicle anda driving speed of the vehicle, and determines an environmentinformation surrounding the vehicle according to the real-time positionof the vehicle and the HD map 3.

In at least one embodiment, the environment information can include adriving lane M (as shown in FIG. 3), a target lane T (as shown in FIG.3), a width of the driving lane, and a width of the target lane T. Thetarget lane T can be a lane adjacent to the driving lane M. In oneembodiment, the target lane T can be a lane on a left side of thedriving lane M (as shown in FIG. 3), a lane on a right side of thedriving lane (as shown in FIG. 4), and a lane intersecting with thedriving lane M (as shown in FIG. 5).

An identifying module 20 identifies other vehicle(s) in the target laneT when the vehicle apparatus 100 is in a blind area detecting mode. Theidentifying module 20 identifies the other vehicle(s) in the target laneT through the camera 106 and the at least one sensor 107, whichcommunicate with each other through the data bus 104.

In one embodiment, the blind area detecting mode can be turned on orturned off according to driver's requirement. The driver can press abutton on a display of the vehicle apparatus 100 for setting the blindarea detecting mode. The button can be a physical button or a virtualbutton. The blind area detecting mode may be set to turn off whiledriving on the open highway, and activates while driving on an urbanroad.

A computing module 30 computes driving speed(s) of the other vehicle(s)in the target lane T, and relative speed(s) of the vehicle to thedriving speed(s) of the other vehicle(s).

In one embodiment, the driving speed(s) of the other vehicle(s) (OVspeeds) are computed according to a movement distance and the timeinformation on the HD map 3. The relative speed(s) of the vehicle to theOV speed(s) in the target lane T can be computed according to a relativedistance difference in a specified time. The relative distance is adistance of the vehicle to the vehicle(s) in the target lane T. Therelative speed(s) is less than the driving speed of the vehicle.

An instruction generating module 40 generates an instruction when thedriving speed of the vehicle is less than a first predefined value andthe relative speed of the vehicle to the OV speed(s) in the target laneT is larger than a second predefined value.

In one embodiment, the compassion between the driving speed of thevehicle and the first predefined value is used for recognizing a slowingdown action. The compassion between the relative speed and the secondpredefined value is used for recognizing an overtaking action. The blindarea DZ can be displayed in the display of the vehicle or displayed inthe vehicle.

In one embodiment, the blind area DZ can be (see FIG. 4) a dynamic blindarea DZa, a static blind area DZb, or a junction blind area DZc. Theblind area DZ is substantially in a sector shaped by a first line L1 anda second line L2. In other embodiments, the blind area DZ can be definedby other manner. For example, a region scanned by a radar can be definedas the blind area DZ which is being blocked by the other vehicle(s) inthe target lane T.

As shown in FIG. 3, the dynamic blind area DZa is existed in the targetlane T having a driving direction same as that of the driving lane, andis determined to be in a zone blocked by the one other vehicle in thetarget lane T. The first line L1 is a line connecting the vehicle and afront end of the other vehicle in the target lane T. The second line L2is a line connecting the vehicle and a rear end of the other vehicle inthe target lane T. The relative speed(s) is larger than the secondpredefined value within the dynamic blind area DZa.

As shown in FIG. 4, the static blind area DZb is existed in the targetlane T having a driving direction same as that of the driving lane, andis determined to be in a zone blocked by the other vehicles in thetarget lane T. The relative speed(s) is equal to the driving speed ofthe vehicle within the static blind area DZb. In one embodiment, thereare at least two other vehicles in the target lane T. The first line L1is a line connecting the vehicle and a first other vehicle in the targetlane T, which is in front of the vehicle. The second line L2 is a lineconnecting the vehicle and the last other vehicle in the target lane T,which is adjacent to or beyond the vehicle.

As shown in FIG. 5, the junction blind area DZc is existed in the targetlane T, which intersects with the driving lane, and is determined to bein a zone blocked by the one other vehicle in the target lane T. In oneembodiment, the junction blind area DZc is existed in the target lane Tadjacent to the intersection of the target lane T and the driving lane.The first line L1 is a line connecting the vehicle and a front end ofthe other vehicle in the target lane T. The second line L2 is a lineconnecting the vehicle and a rear end of the other vehicle in the targetlane T.

A controlling module 50 computes a driving speed which is consideredsafe (safety speed) according to the relative speed and reduces thedriving speed of the vehicle to the safety speed while the instructionincludes a speed reducing instruction.

The control module 50 further computes an offset distance according tothe width of the driving lane M and the driving speed of the vehicle,and controls the vehicle to move the offset distance along a directionaway from the other vehicle(s) in the target lane T when the instructioninclude a moving instruction.

In one embodiment, the controlling module 50 is an advanced drivingassistance system (ADAS), and cooperates with the vehicle control system4 and an electric power steering (EPS) system 5, which are stored in thestorage 102, not being limited.

Based on the vehicle apparatus 100, the driving speed of the vehicle andthe relative speed to the OV speeds are used for confirming that theblind area exists or does not exist, a reaction time is provided for thedriver when there are more than one blind areas existing. Thus, safetywhile driving the vehicle is improved, and a smart control of thevehicle is improved.

FIG. 6 shows a flowchart of a method for the above. The vehicleapparatus 100 processes the program codes in the storage 102 by theprocessor 103 to execute the acquiring module 10, the identifying module20, the computing module 30, the instruction generating module 40, thecontrolling module 50, and communicates with the GPS module 105, thecamera 106, and at least one sensor 107 to execute the method forproviding driving assistance.

The method may comprise at least the following steps, which also may bere-ordered:

In block 10, the acquiring module 10 acquires a real-time position ofthe vehicle and a driving speed of the vehicle.

In block 11, the acquiring module 10 determines an environmentinformation surrounding the vehicle according to the real-time positionof the vehicle and the HD map 3.

In at least one embodiment, the environment information can include adriving lane M (as shown in FIG. 3), a target lane T (as shown in FIG.3), a width of the driving lane, and a width of the target lane T. Thetarget lane T can be a lane adjacent to the driving lane M. In oneembodiment, the target lane T can be a lane on a left side of thedriving lane M (as shown in FIG. 3), a lane on a right side of thedriving lane (as shown in FIG. 4), and a lane intersecting with thedriving lane M (as shown in FIG. 5).

In block S12, the identifying module 20 detects whether there is othervehicle(s) in the target lane T when the vehicle apparatus 100 is in ablind area detecting mode.

When there is other vehicle(s) in the target lane T, the procedure goesto the block S13.

When there is no other vehicle in the target lane T, the procedurereturns to the block S11.

In one embodiment, the blind area detecting mode can be turned on orturned off according to driver's requirement. The driver can press abutton on a display of the vehicle apparatus 100 for setting the blindarea detecting mode. The button can be a physical button or a virtualbutton. The blind area detecting mode may be set to turn off whiledriving on the open highway, and activates while driving on an urbanroad.

In block 13, the computing module 30 computes driving speed(s) of theother vehicle(s) and relative speed of the vehicle to the drivingspeed(s) of the other vehicle(s) in the target lane T while there isother vehicle(s) in the target lane T.

In one embodiment, the driving speed of the other vehicle(s) is computedaccording to a movement distance and the time information on the HD map3. The relative speed of the vehicle to the driving speed of the othervehicle(s) in the target lane T can be computed according to a relativedistance difference in a specified time. The relative distance is adistance of the vehicle to the other vehicle(s) in the target lane T.The relative speed is less than the driving speed of the vehicle.

In block 14, the instruction generating module 40 generates aninstruction when the driving speed of the vehicle is less than a firstpredefined value and the relative speed of the vehicle to the drivingspeed(s) of the other vehicle(s) in the target lane T is larger than asecond predefined value, which confirms the blind area existing in thetarget lane T.

In one embodiment, the compassion between the driving speed of thevehicle and the first predefined value is used for recognizing aslowdown action. The compassion between the relative speed and thesecond predefined value is used for recognizing an overtaking action.The blind area DZ can be displayed in the display of the vehicle or inthe vehicle.

In one embodiment, the blind area DZ can be a dynamic blind area DZa, astatic blind area DZb, or a junction blind area DZc. The blind area DZis substantially in a sector shaped formed by a first line L1 and asecond line L2. In other embodiments, the blind area DZ can be definedby other manner. For example, a region scanned by a radar is defined asthe blind area DZ being blocked by the other vehicle(s) in the targetlane T.

As shown in FIG. 3, the dynamic blind area DZa is existed in the targetlane T having a driving direction same as that of the driving lane, andis determined to be in a zone blocked by the one other vehicle in thetarget lane T. The first line L1 is a connection line between thevehicle and a front end of the other vehicle in the target lane T. Thesecond line L2 is a connection between the vehicle and a rear end of theother vehicle in the target lane T. In the dynamitic blind area DZa, therelative speed(s) is larger than the second predefined value within thedynamic blind area DZa.

As shown in FIG. 4, the static blind area DZb is existed in the targetlane T having a driving direction same as that of the driving lane, anddetermined to be in a zone is blocked by the other vehicle(s) in thetarget lane T. In the static blind area DZb, the relative speed(s) isequal to the driving speed of the vehicle within the static blind areaDZb. In one embodiment, there are at least two other vehicles in thetarget lane T. The first line L1 is a connection line between thevehicle and a first other vehicle in the target lane T, which is infront of the vehicle. The second line L2 is a connection line betweenthe vehicle and a last other vehicle in the target lane T, which isadjacent to or beyond the vehicle.

As shown in FIG. 5, the junction blind area DZc is existed in the targetlane T, which is intersected with the driving lane, and is determined tobe in a zone blocked by the one other vehicle in the target lane T. Inone embodiment, the junction blind area DZc is existed in the targetlane T adjacent to an intersection of the target lane T and the drivinglane. The first line L1 is a connection line between the vehicle and afront end of the other vehicle in the target lane T. The second line L2is a connection line between the vehicle and a rear end of the othervehicle in the target lane T.

In block 15, the controlling module 50 computes a safety speed accordingto the relative speed and reduces the driving speed of the vehicle tothe safety speed when the instruction includes a speed reducinginstruction.

In block 16, the control module 50 computes an offset distance accordingto the width of the driving lane M and the driving speed of the vehicle,and controls the vehicle to move the offset distance along a directionaway from the other vehicle in the target lane T when the instructioninclude a moving instruction.

Based on the method for driving assistance based on the HD map 3, thedriving speed of the vehicle and the relative speed of the vehicle tothe driving speed(s) of the other vehicle(s) in the target lane T areused for confirming the blind area existing or not existing, a reactiontime is provided for the driver when there is one or more blind areaexisted. Thus, safety while driving the vehicle is improved, and a smartcontrol of the vehicle is optimized.

While various and preferred embodiments have been described thedisclosure is not limited thereto. On the contrary, variousmodifications and similar arrangements (as would be apparent to thoseskilled in the art) are also intended to be covered. Therefore, thescope of the appended claims should be accorded the broadestinterpretation so as to encompass all such modifications and similararrangements.

What is claimed is:
 1. A driving assistance method utilizing ahigh-definition (HD) map in a vehicle apparatus of a vehicle, thedriving assistance method comprising: acquiring a real-time position ofthe vehicle and a driving speed of the vehicle; determining anenvironment information surrounding the vehicle according to thereal-time position of the vehicle and the HD map; the environmentinformation comprising a driving lane, a target lane, a width of thedriving lane, and a width of the target lane, wherein the target lane isadjacent to the driving lane; detecting whether there is othervehicle(s) in the target lane; computing driving speed(s) of detectedvehicle(s), and computing relative speeds of the vehicle to the drivingspeed(s) of the detected vehicle(s) in the target lane when there isother vehicle(s) in the target lane; and when the driving speed of thevehicle is less than a first predefined value and when any of therelative speeds of the vehicle to the driving speed(s) of the detectedvehicle(s) in the target lane is larger than a second predefined value,generating an instruction to confirm a blind area existing in the targetlane.
 2. The driving assistance method of claim 1, wherein the blindarea comprises a dynamic blind area; the dynamic blind area isdetermined to be in the target lane having a driving direction same asthat of the driving lane, and is determined to be in a zone blocked bythe other vehicle(s) in the target lane; the relative speed is greaterthan the second predefined value within the dynamic blind area.
 3. Thedriving assistance method of claim 2, wherein the blind area comprises astatic blind area; the static blind area is determined to be in thetarget lane having a driving direction same as that of the driving lane,and is determined to be in a zone blocked by the other vehicle(s) in thetarget lane; the relative speed is equal to the driving speed of thevehicle within the static blind area.
 4. The driving assistance methodof claim 1, wherein the blind area comprises a junction blind area; thejunction blind area is determined to be in the target lane intersectedwith the driving lane, and is determined to be in a zone blocked by theother vehicle in the target lane; the junction blind area is determinedto be in the target lane adjacent to an intersection of the target laneand the driving lane.
 5. The driving assistance method of claim 1,wherein the step of generating an instruction when the driving speed ofthe vehicle is less than a first predefined value and the relative speedof the vehicle to the driving speed(s) of the other vehicle(s) in thetarget lane is larger than a second predefined value for confirming ablind area existing in the target lane comprising: computing a safetyspeed according to the relative speed, and reducing the driving speed ofthe vehicle to the safety speed when the instruction comprises a speedreducing instruction.
 6. The driving assistance method of claim 1,wherein the step of generating an instruction when the driving speed ofthe vehicle is less than a first predefined value and the relative speedof the vehicle to the driving speed(s) of the other vehicle(s) in thetarget lane is larger than a second predefined value for confirming ablind area existing in the target lane comprising: computing an offsetdistance according to the width of the driving lane and the drivingspeed of the vehicle, and controlling the vehicle to move the offsetdistance along a direction away from the other vehicle(s) in the targetlane when the instruction comprises a moving instruction.
 7. The drivingassistance method of claim 1, wherein further comprises: determiningwhether the vehicle is in a blind area detecting mode, detecting whetherthere is other vehicle(s) in the target lane when the vehicle isdetermined to be in the blind area detecting mode.
 8. The drivingassistance method of claim 8, wherein further comprises: determiningwhether the vehicle is on an urban road, activating the blind areadetecting mode when the vehicle is on the urban road.
 9. A vehicleapparatus applicable on a vehicle utilizing a high definition (HD) map,the vehicle apparatus comprises a processor and a storage; the processorexecutes program codes stored in the storage to implement the followingsteps: acquiring a real-time position of the vehicle and a driving speedof the vehicle; determining an environment information surrounding thevehicle according to the real-time position of the vehicle and the HDmap; the environment information comprising a driving lane, a targetlane, a width of the driving lane, and a width of the target lane,wherein the target lane is adjacent to the driving lane; detectingwhether there is other vehicle(s) in the target lane; computing drivingspeed(s) of the other vehicle(s) and relative speed of the vehiclerelative to the driving speed(s) of the other vehicle(s) in the targetlane while there is other vehicle(s) in the target lane; and generatingan instruction when the driving speed of the vehicle is less than afirst predefined value and the relative speed of the vehicle to thedriving speed(s) of other vehicle(s) in the target lane is larger than asecond predefined value for confirming one or more blind area existingin the target lane.
 10. The vehicle apparatus of claim 9, wherein theblind area comprises a dynamic blind area; the dynamic blind area isdetermined to be in the target lane having a driving direction same asthat of the driving lane, and is determined to be in a zone blocked bythe other vehicle(s) in the target lane; the relative speed is greaterthan the second predefined value within the dynamic blind area.
 11. Thevehicle apparatus of claim 9, wherein the blind area comprises a staticblind area; the static blind area is determined to be in the target lanehaving a driving direction same as that of the driving lane, and isdetermined to be in a zone blocked by the other vehicle(s) in the targetlane; the relative speed(s) is equal to the driving speed of the vehiclewithin the static blind area.
 12. The vehicle apparatus of claim 9,wherein the blind area comprises a junction blind area; the junctionblind area is determined to be in the target lane intersected with thedriving lane, and is determined to be in a zone blocked by the othervehicle in the target lane; the junction blind area is determined to bein the target lane adjacent to an intersection of the target lane andthe driving lane.
 13. The vehicle apparatus of claim 9, wherein the stepof generating an instruction when the driving speed of the vehicle isless than a first predefined value and the relative speed of the vehicleto the driving speed(s) of the other vehicle(s) in the target lane islarger than a second predefined value for confirming a blind areaexisting in the target lane comprising: computing a safety speedaccording to the relative speed, reducing the driving speed of thevehicle to the safety speed when the instruction comprises a speedreducing instruction.
 14. The vehicle apparatus of claim 9, wherein thestep of generating an instruction when the driving speed of the vehicleis less than a first predefined value and the relative speed of thevehicle to the driving speed(s) of the other vehicle(s) in the targetlane is larger than a second predefined value for confirming a blindarea existing in the target lane comprising: computing a offset distanceaccording to the width of the driving lane and the driving speed of thevehicle, and controlling the vehicle to move the offset distance along adirection away from the other vehicle(s) in the target lane when theinstruction comprises a moving instruction.
 15. The vehicle apparatus ofclaim 9, wherein further comprising: determining whether the vehicle isin a blind area detecting mode, detecting whether there is other vehiclein the target lane when the vehicle is determined to be in the blindarea detecting mode.
 16. The vehicle apparatus of claim 15, furthercomprising: determining whether the vehicle is on an urban rod,activating the blind area detecting mode when the vehicle is on theurban road.